Like Duolover and any Hossack-like front suspension, the basic idea is the parallel arm arrangement to couple the weight between the fork and the main chassis. With Hossack and Duolever, no ordinary steering bearing is used, i.e., no bearing like what is used in a conventional dual-fork arrangement. Rather, the two wishbones have ball joints at their front tips, where they join to the upper part of the fork. Steering is provided by placing a more ordinary steering bearing above and directly in line with the nominal steering axis (which changes slightly as the suspension moves up and down), using this bearing to support the handlebar, then using a simple scissor arrangement to couple the steering action between the fork and the handlebar steering bearing located in line with the nominal steering axis of the fork.

Recently, MotoCzysz did something different, but I don’t know what it was exactly, so I don’t whether Honda’s new front suspension has any strong similarity to what MotoCzysz did. In Honda’s approach, the ball joints at the fore end of the wishbones are replaced with simple pivot joints, i.e., roller bearing joints, which do not accommodate steering rotation. Steering rotation is accommodated with the help of a big bearing, not at all different from the steering bearing you find in a dual-fork setup. There is an outer sleeve-like casing around this bearing; the simple pivot joints for the wishbone are rigidly integrated with the outer casing. For the upper wishbone, the simple pivot is located in front of the outer casing of the steering bearing; the fork passes through the interior of the wishbone. This is something that you obviously can’t do with the ball joint setup, and this feature draws attention to the difference between the two approaches. As with Duolever, a coil-over shock is mounted to the lower wishbone.

Honda’s departure from Duolever is even more pronounced when you look at how steering action is coupled between the fork and the handlebar. Instead of placing the handlebar steering pivot above the fork and with axis in line with the nominal (non-static) steering axis of the fork, the handlebar steering pivot is offset well aft of the fork steering axis. I favor this approach with a big bike, because when the reach to the steering axis of the fork is especially long, you either have to lean very far forward or else use very long handlebars, and when you use very long handlebars, the steering motion sensed by the rider is a sort of side-to-side swinging motion, which I believe interferes with rider control.

Duolever’s scissor mechanism for coupling steering assumes that the steering pivot of the handlebar is located above the fork and in line with the steering axis of the fork. It is obviously of no use here. Honda’s design appears to use to small linkage arms to couple steering action between the fork and the part of the handlebar that enters the handlebar’s steering bearing. There is one arm on each side.

Honda’s approach with respect to how the wishbones join to the fork does not eliminate the dynamic nature of the fork’s steering axis. It is still a parallelogram arrangement, and as it collapses and expands, the forward edge or side of the parallelogram moves. It moves fore and aft slightly, and the angle changes slightly. Potentially, different geometry will mitigate this effect, but can’t eliminate it. (And it is not immediately apparent whether differences in geometry may have been used to mitigate this effect at all.) This behavior was and is a fundamental problem for Duolever. Honda had to accommodate the same effect, in their coupling of steering action between a dynamic steering axis (the fork) and a static steering axis (the bearing that supports the handlebar).

The most important question, concerning the possible advantages of Honda’s approach vs. Duolever, is likely going to be whether Honda’s approach in the coupling of steering action, between the dynamic steering axis of the fork and the static steering axis of the handlebar, has dealt with this inherent problem in a way that achieves an improvement in steering feel, i.e., precision in steering feedback. The offset of the handlebar steering axis to the rear has the independent advantage of eliminating the swinging effect in the handlebar movement. For the very large motorcycle that the Goldwing is, there will likely be strong consensus that this alone is a major improvement. However, the big unknown is with the precision of steering feedback, where the differences vs. Duolever are likely going to be attributable directly to the difference in the method of coupling the non-static steering axis with the static steering axis.

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By: Tom http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343892
Tue, 07 Nov 2017 15:18:06 +0000http://www.motorcycledaily.com/?p=55378#comment-343892Pretty sure I’ve if seen this rhetorical question asked before, and the similar rhetorical questions you can apply to any particular type of bike. I’m reasonably certain that there are substantial differences between a Gold Wing and a car, and that everyone including you knows this.
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By: Sleeping Dog http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343477
Wed, 01 Nov 2017 01:00:37 +0000http://www.motorcycledaily.com/?p=55378#comment-343477Forget the reduced tank size, what will have the Hondabago buyers up in arms is the reduction in storage to 110L from 145. Otherwise, nice bike.
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By: Grover http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343421
Mon, 30 Oct 2017 17:45:49 +0000http://www.motorcycledaily.com/?p=55378#comment-343421The only thing it’s missing is a gallon of fuel!
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By: Half Baked http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343239
Fri, 27 Oct 2017 20:48:58 +0000http://www.motorcycledaily.com/?p=55378#comment-343239Actually just some upgrades like downdraft fuel injection, next generation aluminum frame, twin muffler exhaust system and engine power delivery character mode select button would be fine.
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By: DB http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343162
Fri, 27 Oct 2017 05:04:51 +0000http://www.motorcycledaily.com/?p=55378#comment-343162Engine guards front and rear are still there,they are hidden under the plastic covers. fuel range is the same as the old. Light is right!
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By: 5229 http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343158
Fri, 27 Oct 2017 02:59:24 +0000http://www.motorcycledaily.com/?p=55378#comment-343158Ride one and report back. You’ll see.
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By: Fast2win http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343157
Fri, 27 Oct 2017 02:46:21 +0000http://www.motorcycledaily.com/?p=55378#comment-343157Spot on.
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By: viktor92 http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343145
Fri, 27 Oct 2017 00:15:55 +0000http://www.motorcycledaily.com/?p=55378#comment-343145Sorry but I really don’t understand this type of bikes. If someone like all those luxuries and amenities, why don’t get a car instead a mammoth on two wheels ?
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By: My2cents http://www.motorcycledaily.com/2017/10/all-new-2018-honda-gold-wing-unveiled-with-video/comment-page-1/#comment-343123
Thu, 26 Oct 2017 21:10:09 +0000http://www.motorcycledaily.com/?p=55378#comment-343123Awesome would seem to be the second most over used word in motorcycle dictum, iconic would be first. So I will start with finally somebody has began to understand the need for weight reduction is as good as an increase in horsepower. I had a 1983 GoldWing Interstate which I piled the miles on with almost no issues. It was heavy by the standards of the day and yet each generation after grew heavier and required larger engines. My much loved GL likely weighed 775 lbs wet and hauled two people without a hitch, handled well, and returned superior fuel mileage.

I can see why Honda ended the ST 1300 platform as this new GoldWing seems to cover both the sport touring bagger and the full boat touring unit all from a related platform. I applaud Honda for stepping out and going with the landing gear front suspension and allowing for two seperate transmissions.

And I was begininng to think things had gotten boring, its going to be a great 2018 model year.